Car-truck.



PATENTED MAY 15, 1906 4 SHEETS-SHEET 1.

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PATENTED MAY 15, 1906.

P. N. H'YDEN.

GAR TRUCK.

APPLICATION FILED JUNE 17. 1905.

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NE? W Il g M E M M I 1 fi jZUYztorz days PATENTED MAY 15, 1906.

P. N. HYDEN.

GAR TRUCK.

APPLICATION FILED JUNE 17, 1905.

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3 N MN N mg X XZ dilige- UNITED STATES 1 PATENT OFFICE.

PETER N. HYDEN, OF CHICAGO, ILLINOIS, ASSIGNOR OF F IVE-SIXTHS IO IDA FRANCIS-HYDEN- AND ONE-SIXTH TO EDWARD S. ENDREA, OF

- CHICAGO, ILLINOIS.

CAR-TRUCK.

Specification of Letters Patent.

.ratenteo. May 15, 1906.

- To all whom it may concern.-

Be it known that I, PETER N. HY EN, a citizen of the United States, residing at Chicago, county of Cook, State of Illinois, have invented a certain new and useful Improvement in Car-Trucks; and I declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the-art to which it pertains to make and use the same, reference being had to the accompanying drawings, which form a part of this specification.

My invention relates in general to cartrucks, and more particularly to trucks for passenger-coaches.

It is customary atthe present time to equip all first-class passenger-coaches with six-wheel trucks in order that there may be sufficient resiliency between the wheels and the car-body to insure the comfort of passengers and at the same time sufficient structural strength to secure safety. Six-wheel trucks are, however, objectionable, in that they must necessarily have an extended wheel-base, which when going around curves imposes great wear upon the flanges of the wheels, subjects the truck-frame to severe strain, and retards the movement of the car.

' The primary object of my invention is to provide a four-wheel car-truck 'which"will possess all of the advantages of a six-wheel truck without the disadvantages.

A further object of my invention is to provide a compact easy-riding car-truck which will neutralize the effects of shocks received by the wheels, due to rail-joints and other track irregularities.

A further object of my invention is to provide a car-truck having a short wheel-base, and consequently of short length, sothat the center bearings may be located as near the ends of the car-body as possible, thereby preventing sagging of the car-body ends, due to their own weight and to the. friction of the bufiing apparatus.

A still further object of my invention is to provide a car-truck which will be comparatively simple in construction, inexpensive in manufacture, and efficient in use.

The embodiment of my invention hereindisclosed may be generally described as a car-truck comprising two pairs of wheels,

- equalizing-bars on each side of the truck extending through the pedestals and resting on the axle-bearings, vertical cylindrical springs supported upon the equalizing-bars intersills, the cross-sections, and longitudinal beams, spring-planks suspended by hangers from the end sills and cross-sections, two elliptical springs supported upon each spring.- plank, spring-bolsters supported upon the elliptical springs and-located between the end sills and adjacent cross-sections, parallel longitudinal beams for supporting the center bearing formed integrally at their ends with the inner beams of the spring-bolsters, and side bearings supported at their ends upon the ends of the spring-bolsters which project below and outside of the side sills.

My invention will be more fully described hereinafter with reference to the accompanying drawings, and in which Figure 1 is a plan View; Fig. 2, a side eleva- 3 3, Fig. 1; Fig. 4, a view on line 4 4, Fig. 3; Fig; 5, an end elevation looking from the right in Fig. 1; Fig. 6, a sectional view on line 6 .6, Fig. 1; and Fig. 7, a horizontal sectional view on line 7 7, Fig. 2, with the'side and end sills of the truck-frame omitted.

The same reference characters are used to tional view; Fig. 3, a sectional view on line designate the same parts in the several figures of the drawings.

Reference characters A and A designate airs of wheels united by axles a (1 B and designate the pedestals upon one side of the truck-frame, and B and B the pedestals on the opposite side of the truck-frame. Located within the pedestals and surrounding the portions of the axles which extend therethrough are the usual brass journal-bearings a.

Located on each side of the truck outside of the wheels is an e ualizer C, having portions C and C exten ing upwardly through the pedestals and resting upon the axle-bearings' a. Each equalizer-bar after passing through the edestals projects downwardly and outward y at its ends, as clearly shown in Fig. 2. The portions C and C of each sills.

the springs.

equalizer-bar which extend above the axles are provided with bars 0 and 0 respectively, united thereto by bolts and extending below the axles, Supported upon each equalizerbar are cylindrical springs E, E E and E suitable caps e being secured to the equalizerbar and forming seats for the lower ends of One of the cylindrical springs is located above each end of the equalizerbar, while two of such springs are located intermediate of the pedestals. Supported upon the eight elli tical-s rings is a truckframe composed 0 side s' ls D and D and end sills D and D, the side and end sills being rigidly united together in any suitable manner. The pedestals, which are of any usual constructlon, are secured tothe side sills of the truck in a manner well known in the art. Caps E are interposed between the upper ends of the cylindrical springs and the lower surfaces of the side sllls of the truckframe. v

In order to give the truck-frame suflicient rigidity, cross sections P and P extend transversely between and are rigidly connected to the side sills and are spaced a sufficient distance away from the end sills, as

. shown in Fig. 3, to receive the truck-bolsters.

The cross-sections are provided with vertical flanges p and p at their ends, which are rigidly secured,to the inner vertical faces of the side sills. Bolt's are shown as passin throu h the respective flanges p and p an also t on h the metallic plates and interposed woo en beam which compose the side Each end of each cross-section is provided with a portion p, which extends over and rests u on the upper surface of therespective si e si1l. Interposed between the cross-sections P and P are lon 'tudinal beams R and R ri 'dly secured at t eir ends \tions.

rigidl unrte the end sill D to the side sills.

and a so to the cross-sectionP Such cornerplates are secured b vertical bolts to the end and side sills an are bent downwardly around the upper ed e of the cross-section, asclearly shown in igs. 3 and 4. Similar corner-plates T and T rigidly secure the end sill D to the side sills and also to the crosssection P The corner-plates T and T are rigidly united by a brace t, lying adjacent to the cross-section P, while a similar brace t rigidly connects the corner-plates T and T and hes adjacent the cross-section P. The ends of the bases t and t are secured to the with the ends of t ends of the longitudinal beams R and R and also serve to rigidly secure the respective corner-plates to the ends of the longitudinal beams, owing to rivets or other fastening devicepassin through the top flanges o the longitudinad beams, as shown in Fig. 3.

The side sillsof the truck-frame are ri 'dly united intermediate of their ends by pates cured at their end to the beam R an also to i the corner-plates T and T Similar diverging braces u w ri 'dly connect the late U fie beam R. and a so with the corner-plates T and T Additional transverse braces, such as U and U, may also be provided for rigidly connecting the longitudinal beams R and R, such braces being also rigidly connected to the pairs of diverging braces a and 11?, over which they pass.

Located beneath and pivotall supportedby the end sill D are hangers F 3, the u per ends of said hangers being bifurcate as shown in Fig. 2, and extending on opposite sides ofyokes f If Such yokes pass verticall through the en sill D and are provided wit retaining-nuts on their upper ends, as shown in Fig. 5. Bolts f are carried at the upper bifurcated ends of the hangers F F and pass through the yokes f f, thereby pivotally con ectin the hangers to the end sil Hangers F an F, located in longitudinal alinement with the hangers F F, are pivotall connected at theirupper ends bypinsf and 4 to the cross-section P adjacent 1ts ends.

Hanger-axles K and K are carriedby the lower ends of the hangers F and F and F and F, respectively, and upon such hanger-axles issu ported a spring-plank G The springplani G may conveniently consist in a channelebeam, the flange of which extends downwardly. A filler-block g is interposed between the hanger-axles and the spring-plank, as shown in Fig. 2.

A spring-plank G, similar to spring-plank G is supported at the opposite end of the truck upon h anger-axles K .and K the latter being supported at their opposite ends inpairs of hangers similar to those above described that is, hangers F and F depend from the end sill D and other hangers F and F depend from the cross-section P. Filler-blocks g are interposed between the downward-extending flanges of the spring-plank Gand the underlying hanger-axles. Supported upon the spring-plank G are two sets of'elliptical springs H H while similar sets of elliptical elliptical s rings H springs H and H are supported upon the spring-plank G SuIpported by the sets of 2 is one truck-bolster, which lies etween the end sill D and crosssection P, while a similar bolster is supported upon the sets of elliptical springs H and H and lies between the end sill 'D and the cross-section P Each of the bolsters comprises a transverse I-beam L, to which are rigidly secured bent I-beams L Each of such I-beams is bent so as to extend parallel with each of the beams L and to extend longitudinally between such'beams, as shown in Fig. 7. The longitudinal portions Z of the I-beams L are rigidly connected together by an interposed I-beam Z, the flanges of which are riveted to the webs of the I-beams, as clearly shown in Figs. 6 and 7. Bi idly connected to the webs of the 'longitu inal portions Z of the bent I -beams L are plates 0' 0 which terminate at their ends flush with the web of the outwardly-bent beams L The opposite en s of the plates 0 0 are united by integrally-thickened portions 0 and 0 which are rigidl secured to transverse plates N and N The plates N and N 2 are rigidly secured to the webs of the transversely-extending portions of the beanis L and are thickened at their centers. Bolts 0 provided with spreading sleeves, tie together the I-beam L the plate N, and the end 0 of the tie-plates 0 Similar bolts 0 provided with spreading sleeves, rigidly unite the I-beam forming part ofthe opposite bolster with the transverse plate N and the thickened end 0 of the longitudinal tieplates 0 v In order that each transverse beam L may be rigidly united to the parallel portions of the I-beams L braces, such as shown in Figs. 3 and 7, are employed. Each of such braces consists in an inclined plate L united at its opposite ends to the webs of the I-beams L L the end which. is united to the web of the beam L being also united to the interposed transverse plate N or N Sup lemental braces Z and Z extend from near t he center of the brace L on opposite sides thereof and are united at their ends to the webs of the I- beams L and L In order to assume the wear incident to the vertical movement of the bolsters relatively to\ the end sills and adjacent cross-sections,

chafing-plates are provided. In Fig. 3, s in-' dicates one of such plates secured to the in ner surface of the end sill D which cooperates with a filler-block S secured 'to the outer surface of the I-beams L, while a similar filler-block S is secured to the outer surface of a filler-block B. By reference to Fig. 7 it ortions of (the will be seen thattwo sets of chafing-plates are provided between the cross section P and the portion of the adjacent bolster which consists in the outwardly-projecting ends of the channel-beams L and that similar coop- "erating chafing-plates s and S are interposed between the cross-section P and the adjacent portion of the bolster. The chafingplates between the end sills and the I-beams L of the bolsters are located in alinement with the chafing-plates between the crosssections and the bolsters.

The ends of the bolsters are cut away at their tops and project beneath and beyond the side sills to aflord supports for sidebearings M and M The side bearing M is provided at its ends with flattened portions which are rigidly secured to the projecting ends of the bolsters and is provided with asidebearing-plate M in transverse alinement with a center bearing-platep, rigidly secured to the longitudinal portions of the beams L The side bearing M is rovided with flattened end portions m whic are rigidly secured to the ends of the bolsters which project at the opposite side of the truck and is also prov1 ed with a bearing-plate M. To increase the strength of the reduced ends of the bolstersupon which the side bearings are supported, reinforcing-plates Z and l are secured to the outer surfaces of the ends of the beams L and L The I-beam L of each bolster is secured to the adjacent portions of the I-beams I by plates L and L respectively, extending across and secured to the tops of the beams, and by similar lates Z and 1, extending across and secure to bottom flanges of the beams.

Pedestal-straps b I) extend across the openings in the bottoms of the edestal B and B and are referably forme integrally with a rod 0, such the portions 'of the equalizer-bar C at each side of the pedestal and at its opposite ends bent upwardly and are secured to the side sill D, as clearly shown in Fig. 2. Similar edestal-straps extend beneath the pedestals 3 and B .at the opposite side of the truck and are formed integrally with a tie-rod c, the ends of which are bent u wardly and are secured beneath the side sil D The tierods 0 are united by transverse strips 0 and p O at their opposite ends adjacent to their vertically extending portions, as clearly shown in Figs. 2 and 6.

From the foregoing description it will oe rod being extended around observed tha I have invented an improved vwheels and which is so constructed as-to possess great structural strength. I

While I have described more or less precisely the details of'construction, I do not wish to be understood 1 as limiting myself thereto, asI contemplate changes in form, the proportion of parts, and the substitution of equivalents, as circumstances may suggest or render expedient, without departing from the spirit of my invention.

Having now fully described my invention, what I claim as new, and desire to secure by Letters Patent, is

1.- In a car-truck the combination with a pair of axles and wheels thereon, of equalizerbars on the outside of each pair of wheels, springs mounted upon the equalizer-bars, a truck-frame supported u on said springs, springlanks depending cm the opposlte ends 0, the truck-frame, springs mounted upon said planks, bolsters supported upon said springs, longitudinal beams rigidly connecting the bolsters at each end of the truck, and a central bearing supported upon said longitudinal beams.

2. In a car-truck.the combination with a truck-frame, of equalizer-bars beneath the side sills of the truck-frame and extending over the axle j ournal-bearings, coiled springs interposed between the equalizer-bars and side sills of the truck-frame, spring-planks depending from the opposite ends of the truck-frame, elliptical springs mounted u on said planks, bolsters supported upon sai elliptical springs, and longitudinal beams rigi lyrconnecting the bolsters at each end of' the truck.

K 3. In a car-truck, the combination with two axles havin wheels thereon, of a truckframe, equa izer-bars located beneath the .side sills of the truck-frame and extending above the axle journal-bearings, coiled springsmounted upon the equalizer-bars at e ends thereof and intermediate of .the axles upon which the side sills of the truck- .frame are supported, spring-planks depend-' ing from the opposite ends of the truck-' frame, two elliptical springs supported-upon each lank, a bolster supported upon the pair of ellptical s rings above each plank, and longitudinal eams rigidly connecting the bolsters at each end of the truck.

4. Ina car-truck, the combination with axles and wheels thereon of a truck-frame,

egualizer-bars located beneath the side sills o the truck-frame and extending around the axle journal-bearings, coiled springs interthe projecting endsof the bolsters, and longitudinal beams rigidly connecting the bolsters at the opposite ends of the truck.

5. In a car-truck, the combination with ing the side sills adjacent to but spaced apart from the end sills of the truck-frame, spring- I planks depending from the end sills and adjacent cross-sections, springs mounted upon said planks, bolsters located between each end sill and the adjacent cross-section and supported above said spring-plank, and longitudinal beams for rigidlyconnecting the bolsters at the opposite en of the truck.

6. In a car-truck, the combination with the axles and wheels thereon of a truck- -frame, equalizer-bars located. beneath the side sills of the frame, and supported upon the axle journal-bearings, coiled springs interposed between the equalizer -bars and side sills of the truck, cross-sections rigidly uniting the side sills adjacent to but spaced apart from the end sills of the truck -frame, sprin planks depending from the end sills and a acent cross-sections, springs mounted upon said planks, bolsters located between each end sill and the adjacent cross-section and supported above said spring-planks, longitudinal beams for Iigidlyconnecting the ho]- sters at the opposite ends of the truck and chafing-plates inte osed between the opposite surfaces of the bolsters and the adjacent surfaces of the end sills and cross-sections.

7. In a car-truck, the-combination with the axles and wheels thereon of a truckframe, equalizer-bars located beneath the side sills of the frame and supported upon the axle journal-bearings, coile springs interposed between the equahzer-bars and side sills of the truck, cross-sections rigidly uniting the side sills adjacent to but spaced apart from the end sills of the truck-frame, sprin planks depending from the end sills and a jacent cross-sections, springs mounted upon said planks, bolsters located between each endsill and the adjacent cross-section and supported above said spring-planks, and longitudinal beams for rlgidly connecting the bolsters at the oppositeends of the truck, longitudinal beams rigidly connected at their ends to the cross-sections and corner-braces rigidly uniting theend and side sills to the cross-sections and longitudinal beams.

8. In a car-truck, the combination with I the axles and wheels thereon of a truckframe, equalizer-bars located beneath the side sills of the frame and supported upon the axle journal-bearings, coile springs interposed between the equalizer-bars and side sills of the truck, crosssections rigidly uniting the side sills adjacent to but spaced apart from the side sills of the truck-frame, springplanks depending from the end sills and adjacent cross-sections, springs mounted upon said planks, bolsters located between 'each end sill and the adjacent cross-section and, supported above said'spring planks, longitudinal beams for rigidly connecting the bolsters at the opposite ends of the truck, longi tudinal beams rigidly connected at their ends to the cross-sections and corner-braces rig-. idly uniting the end and side sills to the cross sections and longitudinal beams, intermediate braces rigidly uniting the side sills to said longitudinal beams and diagonal braces uniting said corner and intermediate braces.

' 9. In a car-truck, the combination with a pair of axles and wheels thereon, of a truckframe, equalizer-bars supported upon the axle 'ournal-bearings, coile journal-bearings, coiled springs interposed between the equalizer-bars and side sills of the truck-frame, spring-planks de ending from the opposite ends of the truckame, springs mounted upon said planks, bolsters sup orted upon said spring-planks each composed of an I-beam connected to adjacent parallel end portions of two longitudinal I-beams extend.- ing'between and rigidly connecting thebolsters. I

10. In a car-truck, the combination with a pair of axles andwheels thereon, of a truckame, equalizer-bars su ported upon the axle springs interposed etween the equalizer-bars and side sills of the truck-frame, springlanks depending from the opposite ends 0 the truck-frame, elliptical, springs mounted upon said lanks, a structure supported upon said elliptical springs composed of transverse I-beams located adjacent the end sills of the truck and central parallel longitudinal I-beams extending between said transverse I-beams and-having outwardly-bent ortions located adjacent and rigidly secure to said transverse I- beams, and a center bearing supported upon said longitudinal central I-beam.

11. In a car-truck, the combination with a pair of axles and Wheels thereon, of a truckame, e ualizer-bars su ported upon the axle 'ournalearings, coiled sprin s interposed etween the equalizer-bars an side SlllS of the truck-frame, springlanks depending from vthe opposite ends 0 the truck-frame,

elliptical springs mounted upon said lanks, a structure sup orted upon said e 'ptical springs compose of transverse I-beams located adjacent the end sills of the truck and central parallel longitudinal I-beams extending between said transverse I-beams and having outwardly-bent ortions located adjacent and' rigidly secured to said transverse I- beams, a center bearing supported upon said longitudinal central I-beam, a strengthening l beam interposed between and rigidl secured to the longitudinal portions of sai central I-beams and transverse plates located parallel to said transverse I-beams and rigidly uniting the oppositely-extending end portions of said central I-beams.

12. In a car-truck, the combination with a pair of axles and wheels thereon, of a truckframe, equalizer-bars su ported upon the axle 'ournal-bearings, coile springs interposed etween the equalizer-bars and side si ls of the truck-frame, springlanks depending from the opposite ends 0 the truck frame,

elliptical sprlngs mounted upon said planks, a structure supported upon said el iptical springs composed of transverse I-beams located adjacent the end sills of the truck and centralparallel longitudinal I-beams extending between said transverse Ibeams and having outwardly-bent portions located adjacent and rigidly secured to said transverse I-beams, a center bearing supported upon said longitudinal central I-beams, a strengthening I-beanT interposed between and rigid y secured to the longitudinal ortions of said central I-beam,

transverse ates located arallel to said transverse -beams and rigidly unitin the oppositely-extending end ortions of sai central I-beams, the ends of said transverse I- beams and the adjacent portions of the central I-beams bein reduced, and extendin beneath the side si ls of, the truck-frame, an side bearings supported upon the projecting ends of said transverse I-beams.

13. In a car-truck the combination with a air of axles and wheels thereon, of equalizer- Ears at the sides of the truck, springs mounted upon said equalizer-bars, a truck-frame supported upon saidsprings, sprin lanks supported by the ends of the true ame, sprmgs carried by said planks, bolsters supported by said springs, and means rigidly connecting the bolsters at the ends of the truck. In testimony whereof I sign this specification in the presence of-two witnesses.

PETER N. HYDEN.

Witnesses: V

Gno. L. WILKINs N, C. A. MULLEN 

